System of train manipulation.



No. 704,020. l Patented July s, |002.l

L. A.-& c. l. FREEDMAN.

SYSTEM 0F TRAIN MANIPULATION.

(Application led Max'. 1, 1902.)

me Noms Pneus co., mo'rouwa.. msumoon, D. c.

No. 704,020. Patented luly 8, |902.

L. A. C. l. FR'EEDMAN.

SYSTEM 0F TRAIN MANIPULATIUN.

(Application Sled Mar. 1, 1902.)

(No Model.) 5 Sheets-Sheet 2.

Hs cams Paws co mgm-umu Patented July 8, |902.

L. A. C. l. FREEDMAN.

SYSTEM 0F TRAIN MANIPULATION.

(Application led Mar. 1, 1902.)

5 Sheets-Sheet 3,

(No Model.)

#NASA ws Noms paens no, Pnn1o-Umo..w/snwaron.b. c. y

N0./704,020. Patented lu'ly 8, i902.

- L. A. & C. l. FREEDMAN.

SYSTEM 0F TRAIN MANIPULATION.

(Applica'vson iiled Mar. 1, 1902.)

@455% f wwf@ m: mams PETERS cu, vHoTo-Llwo.. wAsmNaToN, n. c.

No. 704,020. Patented luly 8, |902. L. A. &. C. l. FREEDMAN.

SYSTEM 0F TRAIN MANIPULATIDN.

(Application led Mar. 1, 1902.)

jm: Nomus PErEns co., PHm'oLnHo.. wAsHlNGYoN. n. c.

UNITED STATES PATENT OFFICE.

LOUIS A. FREEDMAN AND CHARLES I. FREEDMAN, OF NENV YORK, N. Y.

SYSTEM OF TRAIN MANIPULATION.

SPECIFICATION fOrming part 0f LetterS Patent N 0. 704,020, dated July'8, 1902.

`Application tiled March l, 1902. Serial No. 96,231. (No model.)

To all wlwnt it may con/cern:

Be it known that we, LOUIS A. FREEDMAN and CHARLES I. FREEDMAN, citizensof the United States, residing at the city of New York, borough ofManhattan, and State of New York, (and whose post-office address is 565Broadway, in said city,) have invented a certain new and useful Systemof Train Manipulation, of which the following is a speciication.

Our invention has forits object to provide means and appliancesorganized into a system whereby the hauling or management of trainsrunning to or from a destination or terminal the approach to which ismade extra hazardous owing to the necessity of main-line trains, withtheir fuel-burning engines, having to pass through one or more longtunnels and where there is a constant liability to accident owing to thepresence of steam, fog, dac., the obscuring of signals, and theheaviness of the traffic or where the approach to said destination orterminal may be through a section of city or country which may make itinadvisable to haul the heavy main-line trains into the city by means offuel-burning engines.

Our invention therefore resides in the application of thehereinafter-described instrumentalities to the accomplishment of resultswhereby with very little interference with the traffic the main-linetrains may be at a point distant from the depot or terminal relieved oftheir fuel-burning engines and with very little loss of time hauledthrough said tunnel or locality to the terminal or depot and rehauledback to the point of change of power and there put in connection withthe main-line engine, all as hereinafter described and finally pointedout in the claims. Y

In the drawings forming part of this specication,Figure l illustratesdiagrammatically a railroad plan wherein and whereby our invention maybe utilized. Fig. 2 represents a vertical section of the lock orswitching house on the line :z: x, Fig. l, looking south. Fig. 3represents the underground or depressed floor plan. Fig. 4 shows a planof the mainlevel tracks. Fig. 5 is a plan View of the upper level.

Similar numerals of reference indicate corresponding parts throughoutthe several views.

Referring to the drawings, Fig. l diagrammatically illustrates in plan asection of a railroad which embodies an application of our invention. Inthis drawingis diagrammatically illustrated north and south bound tracksl and 2, terminating at a depot or terminal. These tracks in theembodiment illustrated (and of course there may be any number of them)are, through necessities created by the topography of the countrythrough which the tracks pass to the depot, compelled to be laid througha tunnel 4.

It has been determined that in hauling trains through a tunnel of somelength, especially where the tunnel passes through a city, where it mustbe largely closed up, it is highly undesirable to haul the main trainsthrough the tunnel by steam or other power, whereby gas, smoke, or othernoxious or signal-obscuring vapors are given o or where the air-currentsare not sufficient to carry off the fog and other signal-obscuringmedia..

The plan of our invention therefore embraces a lock or switch systemwhereby the incoming or outgoing (north or south bound) trains whichhave been hauled by steam-locomotives and can be intercepted before theyreach the tunnel by causing them to enter a lock or switch house 5 andthere, in the manner hereinafter described, be relieved of the steamlocomotive and the train hauled through the tunnel and into the depotby, say, for example, an electric locomotive, and as to the outgoing ornorth-bound trains an electric locomotive will haul the train to thelock or switch house, which electric locomotive will there be detachedfrom the outgoing train, as hereinafter described, and thesteamlocomotivc coupled to enable it to continue its journey.

In the manner hereinafter described locomotives employing steam or otherobjectionable motive power can be entirely prevented from entering atunnel, a city, or other place where their use is objectionable and thesubstitution of the non-objectionable forms of motive power be utilizedexpeditiously and economically for and in'place of said objectionableform ofinotive power.

The lock or switch house 5 may be located beyond a citys limits or atone station remote from a tunnel, so that the interception of the IOS sline level 6 an excavation 12 is made in which the pillars 7 extend, thelatter resting upon suitable masonry or foundation Work 13, the lowerbed 14 supporting a track system, hereinafter described, andconstituting the lowertrack plan, a well 15 being formed about thebuilding extending from the main-line level 6 to the lower level 14 forlighting purposes, thesides of the building being provided with windows16 for the purpose of giving light and ventilation to the lower level.The upper and lower levels 14 17 each comprise a three-tracksystem,while the intermediate or main level 6 embraces the two mainlinetracks. Of course it will be understood that there may be any number oftracks and that the herein-described arrangement may be modifiedaccordingly. In line with the main-line tracks (there being twoillustrated) and the tracks of the upper and lower levels an elevatorsystem comprising two doubledeck elevators 18 19 is employed. vatorscomprise two platforms 2021 22 23, eachhaving tracks laid thereon in thesame vertical plane as the upper and lower levels, both platforms beingsecurely bound together by the connecting-rods or stay-pieces 24, tiedtogether at the top by the brace 25 or otherwise suitably constructed,the rods 24 leading to an eye 26. Each elevator is provided with ahoisting rope or wire 27 2S, which, as illustrated, may run from the'eye 26 to and over sheaves 29 30, supported by the framework of thebuilding, as the floor 3, and about a drum 31, which may be adapted tooperate both elevators at once, hoisting one and lowering the other, orwhich may be, as is preferred, adapted to independently operate eitherelevator. Both of the elevators run between guides 32, which may beconstructed in the usual manner and firmly affixed to the structure ofthe building, as to the floor-beam 8. In the well 15, formed between themain level 6 and the lower level 14, extending partly within thebuilding or outside of it, as indicated inFig. 3,-or located in anyother desired way, may be placed independent machinery for operating theelevators. y

In Fig. 3 is illustrated the track system of the lower level 14. At 3334 are the elevator-shafts for the elevators 18 19, which intercept thenorth and south bound switchtracks 35 36 with extensions 37 38 forstorage These ele-` 'northward position.

or switch tracks and both connecting with the intermediate track. Asarranged in the drawings, the turnouts connecting the main shunting orswitch tracks with the intermediate track are connected with theelevatorshafts in line with rails on the respective elevator-platforms,and a turn-table 51 is located in line with the intermediate track 39.The plan of the upper level 17 is illustrated in Fig. 5, and itcomprises a construction of the shafts 3334, the two mainshunting-tracks 52 53, connected with the intermediate and reservetracks 54 55` by the turnouts 56 57, adapted to be operated by switches58 59 60 6l, the main shunting-tracks 52 53 also having reserveextension-tracks 62 63.

In Fig. 4 is illustrated the main level 6, having the two main tracks 1and 2, over which the trains pass to or from the lock or switch house,intercepted by the elevatorshafts 33 34. All of the tracks leading fromthe lock or switch house and those leading from said house through thetunnel and to the terminal, as well as those on the levels 14 and 17,(and for expediency sake on the main lock-house level 6,) may beprovided with a third-rail system, an underground or overhead trolleysystem, in case, as is preferred,

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electric locomotives are employed for shunti ing in the lock-house orhauling the trains between the latter and the terminal. As previouslydescribed, all of the tracks-that is, the main-line and main shuntingtracks on the levels 14 17-are in vertical alinement with the rails onthe respective elevator-platforms.

The operation is ask follows: When the south-bound train, for example,arrives at the lock or switch house on track No.2, the steam-locomotive64 is brought` to rest on the platform 23 of the elevator 19, its trackbeing then in alinement, an electric engine 65 having been previouslyrun from the level 17 onto the elevator-platform 22, then inalinementwith the track 53. The locomotive 64 is then detached from the train andlowered, with the electric locomotive 65 on the upper platform of theelevator, to the ground door or lower level 14, where the rails in theplatform 23 are brought into alinement with track 36. The rails on theplatform are then in alinement with the main-line track, and theelectric engine can haul the train to the terminal. The engine then goesthrough the turnout 42 to the track 39 and on the turntable 51, where itis reversed around to the It is then moved to elevator-platform 20, therails on which are in alinement with track 33, where it awaits the IIOarrival of a north-bound electric locomotive. When the electricnorth-bound train arrives on the elevator, the electric locomotive isdetached. They are both raised to one story to bring thesteam-locomotive on a level with the north-bound train, which will thendraw the same off. The electric locomotive is then on the upper level`and is moved over t0 the other elevator to await the arrival of anothersouth-bound train. In this way the operation of manipulating the trainsmay be carried on continuously and with considerable latitude ofvariation.

We claim- I. A system for handling trains comprising main-line tracksand a plurality of elevators in connection with the said main-linetracks,

s and tracks supported at a level above and below the main line, each ofthe auxiliary system of tracks being connected by switches, one of thembeing provided with a turntable.

2. A system of handling trains comprising main-line tracks, andelevatoi` and lower-level track to which said elevator may descend, ashunting-track leading from said level, a furtherlower-levelshunting-track, an elevator operating in connection therewith, means forplacing both lower-level shunting-tracks in connection with each other,another mainline track between which and the latter lowerlevelshunting-track said elevator may operate, substantially as described.

3. A system of handling trains comprising main-line tracks, an elevatorand lower-level track to which said elevator may descend, a shunting-track leading from said lower level, a further lower-levelshunting-track, an elevator operating in connection therewith, means forplacing both lower-level shuntingtracks in communication with eachother, another main-line track between which and the latter lower-levelshunting-track said elevator may operate, a turn-table in connectionwith the shunting-track, substantially as described.

4. In a system for manipulating railroadtrains, the combination with thefollowing instrumentalities: a plurality of main-line tracks, adouble-decked elevator adapted to be vertically operative in alinementwith the main-line tracks so as to bring either deck in alinement withsaid main-line track, and a plurality of shunting-tracks arranged at alevel above and below, and in alinement with the main-line tracks, andswitches for placing the shunting-tracks in communication with eachother and with the several elevatortracks.

5. In a system for manipulating railroadtrains, the combination with thefollowing instrumentalities: a plurality of main-line tracks, adouble-decked elevator adaptedto be vertically operative in alinementwith the main-line tracks so as to bring either deck in alinement withsaid main-line tracks, and a plurality of shunting-tracks arranged at alevel above and below, and in alinement with the main-line tracks andswitches for placing the shunting-tracks in communication with eachother and with the several elevatordecks, and an intermediatestorage-track in communication with the shunting-tracks.

f G. In aV system for manipulating railroadtrains, the combination withthe following instru mentalities: a plurality `of main-line tracks, adouble-decked elevator adapted to be vertically operative in alinementwith the main-line tracks, and a plurality of shunting-tracks at a levelabove and below, and in alinement with the main-line tracks, andswitches for placing the shuntingin communication with each other andwith the several elevator-decks,and a turn-table and the lowerlevelshunting-tracks.

7. In a systemfor manipulating railroadtrains, the combination with thefollowing instrumentalities: a plurality of main-line tracks, adouble-decked elevator adapted to be vertically operative in alinementwith the main-line tracks, and a plurality of shunting-tracks at a levelaboveand below, and in alinement with the main-line tracks and switchesfor placing the shunting in communication with each other and with theseveral elevator-decks, an intermediate storage-track in communicationwith the shunting-track, a turn-table and the loWer-levelshuntingtracks,and an intermediate track and turntable.

Signed at the city, county, and State of New York this 27th day ofFebruary," 1902.

LOUIS A. FREEDMAN. CHARLES I. FREEDMAN.

Witnesses:

BERTHOLD BYoK, M. FREEDMAN.

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